Railway traffic controlling apparatus



Sept. 22, 1931.

C. W. FAILOR RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Feb.

18, 1930 2 Shets-Sheet 1 INVENTOR i Sept. 22, 1931. c} w. FAILOR RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Feb. 18, 1930 2 Sheets-Sheet 2 INVENTOR! C VT. Fal /or, 7 21f IME Patented Sept. 22, 1931 CHARLES w. FAILQR'OI FOREST HILLSBOROUGH, PENNSYLVANIA, ASSIGNOR To THE UNION SWITCH& SIGNAL COMPANY, OF SW-I SVALE PENNSYLVANIA, A CORPO- RATION OF PENNSYLVANIA w ZRAILWAY TRAFFIC, CONTROLLING 7 AIPPARATUS.

- Application fiIe dFebruary is; 1930, Serial m. 429,290..

My invention relates to railway trafiic controlling apparatus, and j particularly to apparatus of the type involving'code'd track circuits for the control of signals, which may be either waysidesignals ortrain-carried signals or both. J v

I will describe one form "ofr apparatus embodying my invention, and will then point, out the novel features thereof. in claims. g f i In the accompanying drawings, Figs. 1 and 1", when placede'ndfto end with FigQl? on the left, constitutea diagrammatic view showing one form of apparatus embodying my invention. v

Referring to the" drawings, the reference characters 1 andl designate .the track rails of a stretch of railway'track along which trafiic normally movesthe direction indicated by the arrow. These rails. are di-' vided by insulated joints 2 to form aplurality of sections U-i-V, V-W,etc. V The energy for the operation of the apparatus is furnishedby transformers L, one of which is located at each junction of adjacent sections. The primary 6 of each of these transformers is connected witha transmission line E which is constantly suppliedwith alternating current :of a suitable com mercial frequency, such as cycles per second, from a source whichis' n'ot shown in the drawings. An auxiliary transformer M is located at each junction of adjacent sections, and its primary 7 is connected with secondary5 of the associated transformer, L. One secondary 9 on each transformer M furnishes current for the operation ofthe wayside signals which are hereinafteridescribed,

and another secondary 8 on each'of these transformers is connected with the input terminals of a rectifier 10 which furnishes direct current for the operation' of certain parts of the apparatus. i

Each track sectionis provided with a track relay T,'l 1aving a track winding8 connected across the rails at the entrance end of the section, and a second winding 4: con

'stantly supplied with alternating current from the secondary 5 of the associated tra nsformer Each track section is also providedjwith'a track transformerC, thesecondary 35of which is connected across the rails atjthe exit end "of these ction through the usual. current-limiting impedance 37. As explained hereinafter in detail, the primary 36 of eachtracktransformer. is supplied with alternating current from the associated transformer L,which current is p'eriodically interrupted encoded at the rate of cycles per minute, cycles' per minute, or cycles per minute, and "so it follows "that when any given track section is unoccupied, the track relay Tfor such sectionis operating at cycles per minute.

Each traclg relay T controls decoding apparaltus' involving three relays H,'D'and DD,

in such manner that these relays are selec-' tively responsive to operation of the track relay at the three rates specified; This ap paratus comprisesfa transformer F, the primary 11' of which. is supplied with direct current from the associated rectifier 10 through a contact 13" of relay T.' When the relay T is energized, current flows from the upper terminal ofrectifier 10 to the front point of contact 13, then through the right-I hand half of primary 11 to the lower ter Ininal of rectifier 10. When relay T is deenergized, current flows through the lefthand half of primary 11 and the back point of contact 13. It follows that while track relay T is operating, analternatingvoltage is induced in the secondary 12-of transformer F, the frequency ofwhich is the same as the frequency of operation of the associated track relay T. A condenser 14 may be connected across the primary ll to prevent undue sparking at"contact13.' The transformer F is provided with a first seethe rate of 80, 120 or 180 ondary circuit, which includes a reactor 34 and a rectifier 15 connected in series, and the output terminals of this rectifier are connected with decoding relay H. The parts of this circuit are so proportioned and adjusted that relay H will respond to any one of the three codes. Transformer F is provided with a second secondary circuit which incode of 120 cycles per minute. A third'secconnected with the secondary 5 of the asso-- ondary circuit for transformer F includes a reactor 34 and a condenser 18 connected in series. A rectifier 15 has its input terminals connected with a portion of the reactor 34 and the output terminals of this rectifier are connected with the decoding re lay DD. The parts of this circuit are so proportioned that relay DD responds only to the code of 180 cycles per minute. 1

Each section is provided with a coding device K comprising a motor 38 constantly ciated transformer L, and three contacts 26, 27 and 28, which are periodically closed at 180 cycles per minute, 120 cycles per minute, and cycles per minute, respectively. The primary 36 of each track transformer C is supplied with coded current through one or another of these contacts according to theconditions of the decoding relays for the section next in advance.

Each section is provided with a wayside signal S, comprising two groups of lamps A and B. GroupA comprises a green lamp G, a yellow lamp Y, and a red lamp B. Group B comprises a green'lamp G and a red lamp R. The lamps of each signal are controlled by the decoding relays H, D and DD for the corresponding section in a manner which will be explained hereinafter in describing the operation of the apparatus. As shown in the drawing, section X-Y is occupied by a train Z, so that track relay T is continuously deenergized. It follows that there is no alternating voltage in the secondary of. transformer F so that allthree of the decoding relays H, D and DD, associated with this transformer, are deenergized. The circuit for the primary winding 36 of transformer C then passes from the right-hand terminal of secondary 5 of transformer L through primary 36, back pointof contact 21 of relay H, contact 28 of coding device K to the left-hand terminal of secondary 5. It follows that alternating current periodically interrupted at the rate of 80 cycles per minute is being supplied to the track rails of section WX,

so that track relay T is operating at the rate of 80 cycles per minute. As for signal S the red lamp R of group A is lighted by virtue of a circuit which passes from secondary 9 of transformer M through the back point of contact 20 of relay H, wire 33 and lamp R to secondary 9. Lamp R in group B of signal S is also lighted by virtue of a circuit which passes from secondary 9, through the back point of contact 19 of relay H, wire 32, and lamp R to secondary 9. 'It follows that signal S indicates St p;

Inasmuch as track relay is operating at 80 cycles per minute, decoding relay H controlled by this relay is energized, where- 'as the other deco'ding'relays D and DD are bcthdeenergized. Lamp Y of signal S is 'lightedby' virtue of a circuit which passes from, secondary 9 of transformer M through the front point of contact 20 of relay H, back point of contact 24 of relay DD, wire 30, and lamp Y to secondary 9. Lamp R of group B is also lighted by virtue of a circuit which passes from secondary 9, through the front point of contact19 of relay H, back point of contact 22 of relay D, wirev 32, and lamp R to secondary 9. It follows that signal S indicates to an approaching train that section W-X is unoccupied but that section X-JY is occupied. The circuit for the primary 36 of track transformer C is from secondary 5 of transformer'L through primary 36, front point of contact 21 of relay H, back point of contact23 of relay D, back point of contact 25 of relay DD, and the 120 cycle contact 27 of coding device K to secondary 5. It follows that alternating currentperiodically interrupted at the. rate of 120 cycles per minute .is being supplied ,to' the track rails for section V-W. 7

Inasmuch as track relay T is operating at the rate of 120 cycles per 1ninute, relays H and D associated with this track relay are both energized, whereas the associated relay DD is deenergized- Lamp Y'of signal S is-therefore lighted by a circuitwhich passes from secondary 9 of transformer M through the front point of contact 20 of relay H, back point of contact 2A of relay. DD, wire 30, and lamp Y to secondary 9. Lam G in group B is also lighted by a circuit which passes from secondary 9, through the front point of contact 19 of relay H, front point of contact 22 of relay D, wire 31, and'lamp G tov secondary 9. Signal S therefore indicates to an ap proaching train that sections VVV and WX are unoccupied but that section XY is occupied. The circuit for the primary 36 of track transformer secondary 5' of transformer L", through primary 36, front point of contact 21 of relay H, front point of contact 23 of relay D,

C is from.

nating current periodically interrupted at the rate of 180 cycles per minute is being supplied to the rails of section U-V.'

Inasmuch as trackrelay T is operating at the rate of 180 cycles per minute, relays H and DD associated with this track relay are energized, but the associated relay D is deenergized. Lamp G in'group A of signal S is therefore lighted by virtue of a circuit which passes from secondary 9 of transformer M through the front point of con tact 20 of relay H, front point of contact 2 of relay DD, wire 29, and lamp G to secondary 9. Lamp R in group B of this signal is also lighted, the circuit being from secondary 9, through front point of contact 19 of relay H, back point of contact 22 of relay D, wire 32,-and lamp R to secondary 9. Signal S therefore indicates to an approaching train that sections U-V, VW and WX are all unoccupied. The track rails for the section to the left of point U are being supplied with alternating current periodically interrupted at 180 cycles per minute, the circuit being from the secondary 5 of transformer L through primary 36 of transformer C front point of contact 21 of relay H, back point of contact 23 of relay D, front point of contact 25 of relay DD, and the 180 cycle contact 26 of coding device K to secondary 5.

It Will be obviousfrom the forgoing, that the trackway apparatus shown in the drawings may be used for the control of traincarried apparatus receiving current inductively from the track rails, such for example as the apparatus disclosed andclaimed in application for Letters Patent of the United States filed by P. N. Bossart on the 7th day of February, 1927, Serial No. 166,407. In this event, the indications-given by the traincarried apparatus will be the same as those given by the trackway signals, and so it follows that the trackway apparatus illus trated in the present application" may be used for the control of wayside signals or train-carried signals or both.

One important feature of my invention is that coded energy for operation of the wayside signal in any one section, or for the operation of the signal on a train in such one section, is dependent on coded track circuit energy in sections in advance, and consequently false clear signals due to foreign current are impossible because such current will not have the code characteristics required for the operation of the decoding relays.

Other features and advantages-are as follows: The coded track circuits make it possible to provide a safe and efficient threeblock indication system without the necessity for line Wires. The sameenergy that is used for the operation of the Wayside signals may be used for the operation of traincarried signals A Separate source of track circuit energy, which'has'been required in code train control systems, is rendered,

unnecessarybecause coded current isused for track relay-operation. All problems relating toinductive and capacity interference in line Wires are eliminated. No approach control is involved, and consequently all problems relating to the reset of approach control apparatus are eliminated. Decoding equipment of the same kind may be used for both train and wayside signals, thus permitting standardization of apparatus with consequent reduction of cost. The system is universal, in that it may be applied to railroads on which the motive power is steam, alternating current or direct current.

Although I have herein shown and described only, one form of apparatus embodying my invention, it is understood that various changes and modifications may be madetherein within the scope of the appended claims without departing from the spirit and scope of myv invention.

Having thus descirbed my invention, what I claim is:

1. Incombination, a stretch of railway track divided into sections, a track relay and three decoding relays H, D" and DD for each section; means controlledby the de-&

coding relays for each section for supplying the rails of the section next in the rear with alternatingtcurrent periodically interrupted at one rate when relay H is deenergized, at a second rate when relay H is energized and relays D and DD are deenergized, and at a third rate when relay H and either'relay D or DD are energized; each track relay being responsive to the periodic interruptions of the alternating current-thus supplied to the rails of its section; means controlled by. each track relay for energizing the associated relay H in response toalternating current periodically interrupted atthe first rate, relays H and D in response to alternating current -periodical- 1y interrupted at the second rate, and relays H and DD in responseto alternating current periodically interrupted at the third rate; and signals for the sections controlled by said decoding relays.

2. In combination, a stretch of railway track divided into sections, a track relay and three decoding relays H,D and DD for each section; means controlled by the decoding relays for each section for supplying the rails of the section next in the rear with alternating current of commercial frequency periodically interrupted at the rate of 80 relay H and either relay D or DD are energized; each track relay being responsive to the periodic interruptions of the alternating current thus supplied to the rails of its section; means controlled by each track res lay for energizing the associated relay H When operated 80 times per minute, relays H and D when operated 120 times per minute, andrelays H and DD when operated 180 times per minute; and signals .for the sections controlled by said decoding relays.

In testimony whereof I aflix my signature.

CHARLES W. FAILOR. 

